Removable cargo liner

ABSTRACT

A removable cargo liner for use in a vehicle cargo area that includes a cargo surface having varying topography. The removable cargo liner includes at least one panel that is positionable in the vehicle cargo area. The panel has a first surface and an opposing second surface—the second surface being adjacent to the cargo surface. The first surface of the panel defines a first topography and the second surface defines a second topography. The second topography is substantially identical to the first topography. The first topography and the second topography are also substantially identical to the varying topography of the cargo surface of the vehicle cargo area. The removable cargo liner also includes a fastening member that at least selectively couples the panel to the cargo surface of the vehicle cargo area.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. patent application Ser. No.13/372,672 filed on Feb. 14, 2012, which is a continuation-in-part ofU.S. patent application Ser. No. 12/610,540 filed on Nov. 2, 2009, nowU.S. Pat. No. 8,136,860 issued on Mar. 20, 2012. The entire disclosureof the each of the above applications is incorporated herein byreference.

FIELD

The present disclosure relates to cargo liner assemblies for lining thesurfaces of a cargo area of pickup trucks, vans, trailers, and the like,and, more particularly, relates to a removable cargo liner comprisingseparable front, back, side, and floor panels selectively attached tothe cargo area using hook and loop fasteners.

BACKGROUND

This section provides background information related to the presentdisclosure which is not necessarily prior art.

Pickup trucks and cargo van have long been used for rugged and messyapplications. These vehicles are often used to carry cargo that canpermanently damage the cargo box of the vehicle. For instance, thetransport of dirt, blocks, stones, parts, and other items can often mar,dent, or damage the painted surface of the cargo box. Consequently, in ashort time the cargo box and the vehicle generally can look worn,abused, and mistreated. Moreover, if repair to the damage in the cargobox is not attended to, permanent corrosion can occur.

To overcome this problem, vehicle manufacturers and after-marketsuppliers began to supply owners with protective bed liners. These unitsgenerally comprised one-pieced structures composed of a plastic. Theliner of this design is lowered into the vehicle cargo box and, becauseof its one-piece construction, forms a large, unitary barrier to protectthe bed from scratches and rust.

However, these liners suffer from a variety of difficulties. Forexample, they are remarkably cumbersome and require an extensive amountof labor for installation and removal. Furthermore, the conventional bedliner is difficult to store when removed from the vehicle. As apractical matter, these liners often remain in the vehicle for as longas the owner owns it. Unfortunately, debris and moisture can often seepbetween the unitary liner and the cargo box through a seam formedtherebetween or through small openings in the cargo box that can lead toscratches and corrosion that are difficult to notice with the liner inplace. Still further, these conventional liners are surprisingly heavy,being composed of a high-density, heavy plastic. Finally, these linersare typically attached to the cargo box using fasteners requiringdrilling of the cargo surface, thereby potentially leading to anincreased likelihood of corrosion at the fastener location.

In an attempt to overcome these problems, some have resorted to sprayinga liquid covering over the entirety of the cargo box surface to form acured and hardened surface. Unfortunately, this cured and hardenedsurface is not removable and, thus, prevents the vehicle from beingreturned to its as-manufactured condition.

Solutions to some of these disadvantages have been found as illustratedin commonly-assigned U.S. Pat. Nos. 5,007,670 and 5,806,909, which areincorporated herein by reference. U.S. Pat. No. 5,007,670 teaches, amongother things, a multi-layer, corrugated bed liner that is connectable tothe floor portion of the cargo box via a hook and loop fastener system.Similarly, U.S. Pat. No. 5,806,909 teaches, among other things, aremovable and separable bed liner system that is attached to each othervia a zipper and coupled to the cargo box via a hook and loop fastenersystem. It should be appreciated from a reading of these patents thattheir described assembly, although removable, is unlikely to be removeddue to the difficulty of the hook and loop fastener system and thepresence of sealed and zippered corners (shown in U.S. Pat. No.5,806,909).

Accordingly, it is desired to provide a bed liner system that is simpleto install and remove that is particularly well suited for cargo boxprotection while maintaining a simple method of removal.

SUMMARY

This section provides a general summary of the disclosure, and is not acomprehensive disclosure of its full scope or all of its features.

According to the principles of the present teachings, a removable cargoliner is provided for use in a vehicle cargo area that includes a cargosurface having varying topography. The removable cargo liner includes atleast one panel that is positionable in the vehicle cargo area. Thepanel has a first surface and an opposing second surface—the secondsurface being adjacent to the cargo surface. The first surface of thepanel defines a first topography and the second surface defines a secondtopography. The second topography is substantially identical to thefirst topography. The first topography and the second topography arealso substantially identical to the varying topography of the cargosurface of the vehicle cargo area. The removable cargo liner alsoincludes a fastening member that at least selectively couples the panelto the cargo surface of the vehicle cargo area.

Further areas of applicability will become apparent from the descriptionprovided herein. The description and specific examples in this summaryare intended for purposes of illustration only and are not intended tolimit the scope of the present disclosure.

DRAWINGS

The drawings described herein are for illustrative purposes only ofselected embodiments and not all possible implementations, and are notintended to limit the scope of the present disclosure.

FIG. 1 is a perspective view illustrating a vehicle employing theremovable cargo liner according to some principles of the presentteachings;

FIG. 2 is a schematic perspective view illustrating the removable cargoliner according to the principles of some present teachings with thenear sidewall removed for clarity;

FIG. 3 is an enlarged perspective view illustrating a vehicle employingthe removable cargo liner according to some principles of the presentteachings; and

FIG. 4 is a schematic cross-sectional view illustrating the removablecargo liner according to some principles of the present teachings.

Corresponding reference numerals indicate corresponding parts throughoutthe several views of the drawings.

DETAILED DESCRIPTION

Example embodiments will now be described more fully with reference tothe accompanying drawings. Example embodiments are provided so that thisdisclosure will be thorough, and will fully convey the scope to thosewho are skilled in the art. Numerous specific details are set forth suchas examples of specific components, devices, and methods, to provide athorough understanding of embodiments of the present disclosure. It willbe apparent to those skilled in the art that specific details need notbe employed, that example embodiments may be embodied in many differentforms and that neither should be construed to limit the scope of thedisclosure.

The terminology used herein is for the purpose of describing particularexample embodiments only and is not intended to be limiting. As usedherein, the singular forms “a”, “an” and “the” may be intended toinclude the plural forms as well, unless the context clearly indicatesotherwise. The terms “comprises,” “comprising,” “including,” and“having,” are inclusive and therefore specify the presence of statedfeatures, integers, steps, operations, elements, and/or components, butdo not preclude the presence or addition of one or more other features,integers, steps, operations, elements, components, and/or groupsthereof. The method steps, processes, and operations described hereinare not to be construed as necessarily requiring their performance inthe particular order discussed or illustrated, unless specificallyidentified as an order of performance. It is also to be understood thatadditional or alternative steps may be employed.

When an element or layer is referred to as being “on”, “engaged to”,“connected to” or “coupled to” another element or layer, it may bedirectly on, engaged, connected or coupled to the other element orlayer, or intervening elements or layers may be present. In contrast,when an element is referred to as being “directly on,” “directly engagedto”, “directly connected to” or “directly coupled to” another element orlayer, there may be no intervening elements or layers present. Otherwords used to describe the relationship between elements should beinterpreted in a like fashion (e.g., “between” versus “directlybetween,” “adjacent” versus “directly adjacent,” etc.). As used herein,the term “and/or” includes any and all combinations of one or more ofthe associated listed items.

Spatially relative terms, such as “inner,” “outer,” “beneath”, “below”,“lower”, “above”, “upper” and the like, may be used herein for ease ofdescription to describe one element or feature's relationship to anotherelement(s) or feature(s) as illustrated in the figures. Spatiallyrelative terms may be intended to encompass different orientations ofthe device in use or operation in addition to the orientation depictedin the figures. For example, if the device in the figures is turnedover, elements described as “below” or “beneath” other elements orfeatures would then be oriented “above” the other elements or features.Thus, the example term “below” can encompass both an orientation ofabove and below. The device may be otherwise oriented (rotated 90degrees or at other orientations) and the spatially relative descriptorsused herein interpreted accordingly. For example, an upper cargo linerlayer may be referred to as an outwardly facing cargo liner layer and alower cargo liner layer may be referred to as an inwardly facing cargoliner layer (or similar verbiage), therefore such spatially relativeterms should not be regarded as limitations, but rather used to describea relative position in an exemplary configuration.

Referring first to FIG. 1, a perspective view of the removable cargoliner, generally illustrated as 10, attached to the cargo box 12 of avehicle 14 is illustrated. While a pickup truck is shown, it is to beunderstood that removable cargo liner 10 of the present invention may beapplied to the cargo box or area of virtually any vehicle, such as a vanor a multi-utility vehicle, and/or trailer. Accordingly, the pickuptruck 14 is used here for illustrative purposes only.

Referring now to FIGS. 1 and 2, in some embodiments, removable cargoliner 10 comprises a series of panels, including a base panel 16, a pairof side panels 18, 18′, a front panel 20, and an optional rear panel 22.The base panel 16, the side panels 18, 18′, the front panel 20, and therear panel 22 are selectively removable from cargo box 12 and can beused in various combinations.

As may be seen in FIGS. 1-3, base panel 16, side panels 18, 18′, frontpanel 20, and rear panel 22 can each include a molded area 24 toaccommodate features in the cargo box of the vehicle, such as thestructure of the wheel well, corrugated floor panel, structural ribs, orother contoured features common in conventional cargo boxes. That is, itshould also be appreciated that in some embodiments, each panel, 16, 18,18′, 20, and 22 can be shaped to closely conform to the correspondingtopography of the cargo box panel. For example, panels 16, 18, 18′, 20,and 22 can each comprise molded or otherwise shaped portionscorresponding to corrugated ribs along the floor structure of cargo box12, styling features formed upon the tailgate of the vehicle, ormanufacturer logos. In some embodiments, a bottom side surface (commonlyreferred to as a “B-side” surface) of panels 16, 18, 18′, 20, and 22 canclosely conform and/or substantially duplicate the topography of thecargo box (commonly referred to as an “A-side” surface). Still further,in some embodiments, a top side surface (commonly referred to as a“C-side” surface) of panels 16, 18, 18′, 20, and 22 can closely conformand/or substantially duplicate the topography of the cargo box (“A-side”surface) and/or the bottom surface (“B-side” surface) of the panels 16,18, 18′, 20, and 22. In this way, removable cargo liner 10 can generallyduplicate at least the geometric appearance and functional features anditems of the OEM cargo box. Moreover, removable cargo liner 10 cannaturally and cleaning fit a particular cargo box shape or, conversely,be made generically to fit merely a cargo box size. It should beappreciated that the topographical appearance of removable cargo liner10 can vary as desired.

In some embodiments, such forming of panels 16, 18, 18′, 20, and 22 canbe done using a thermal molding process. In this regard, the panels canbe assembled into one or more layers and then placed in athermally-conductive mold cavity. The mold cavity can be shaped toconform to the corresponding shape of cargo box 12, which is bothaesthetically pleasing and efficient at transferring loading forcesbetween the cargo and cargo box 12. Heat and/or pressure can be appliedto the panel to permanently deform or shape the panel (in someembodiments, this is completed through plastic deformation).

Moreover, as seen in FIG. 3, removable cargo liner 10 can comprisevarious through-holes 23 formed therein to permit retaining features 25of cargo box 12 to extend through removable cargo liner 10. For example,as illustrated, tether hook 27 of cargo box 12 can extend throughthrough-hole 23 of removable cargo liner 10 to permit a tether strap 29to be connected thereto for retaining cargo within cargo box 12.

Referring now to FIG. 4, in some embodiments, removable cargo liner 10can comprise a multi-layer assembly. In some embodiments, removablecargo liner 10 can comprise an upper multi-layer assembly 110 coupled toa double-sided hook and loop member 112 that is releasably connectableto a single-sided hook member 114 connected to cargo box 12. It shouldalso be appreciated that, in some embodiments, removable cargo liner 10can comprise an upper multi-layer assembly 110 releasably and directlyconnectable to single-sided hook member 114 connected to cargo box 12.

In some embodiments, upper multi-layer assembly 110 can comprise a upper(finish) layer 116 bonded or otherwise coupled to an intermediate layer118, such as a water-proof, closed cell foam and/or compliant member. Itshould be understood, by way of non-limiting example, that intermediatelayer 118 can comprise a polypropylene foam. Intermediate layer 118 canprovide a cushioning response between cargo placed in cargo box 12 andthe existing structure of cargo box 12. In this way, the likelihood ofpermanent damage to cargo box 12, if cargo is dumped or dropped, can bereduced. In some embodiments, upper layer 116 is coupled to intermediatelayer 118 using flame, heat, or hot air bonding, whereby heat is appliedto one or more of upper layer 116 and intermediate layer 118 to definingor created a bonded interface therebetween according to known processes.It should also be appreciated that upper layer 116 can be coupled tointermediate layer 118 using adhesive bonding or other methods. As abrief aside, it should also be appreciated that lower layer 120 can becoupled to intermediate layer 118 and/or upper layer 116 through asimilar process of flame and/or adhesive bonding.

In some embodiments, upper multi-layer assembly 110 can further comprisea lower locking layer 120, such as soft, flexible, and pliablecarpeting, adhesively coupled or bonded to intermediate layer 118 ordirectly to upper layer 110. As seen in FIG. 4, lower locking layer 120can be oriented such that the loops or nap 122 thereof extend along anunderside 124 of upper multi-layer assembly 110. In some embodiments,lower locking layer 120 can span all of or a substantial portion ofunderside 124 of upper multi-layer assembly 110. In this regard, nap 122of lower locking layer 120 is generally adjacent and in contact with atleast a portion of the interior painted surfaces of cargo box 12. Insome embodiments, the soft nature of lower locking layer 120 canminimize the likelihood of abrasive contact between removable cargoliner 10 and cargo box 12. In some embodiments, lower locking layer 120can be replaced by a woven or non-woven carpet, a hook material, or anylow abrasive material, such as felt and the like, so long as it providessuitable locking response with double-sided hook and loop member 112 orsingle-sided hook member 114. In some embodiments, lower layer 120 cancomprise a dual purpose, nonwoven, needle punch fiber or carpet. In someembodiments, lower layer 120 can define or comprise a loop feature thatmay be used in a hook and loop fastening system.

In some embodiments, upper layer 116 can be made of a ThermoplasticOlefin (TPO), a Thermoplastic Rubber (TPR), a composite thereof,plastic, a mat, woven or non-woven carpeting, or other material suitablefor use in the intended application and environment. In someembodiments, upper layer 116 can comprise a viewable design eitherprinted, molded, or otherwise formed in upper layer 116 (such as a teamlogo, manufacturer logo, or the like). As described herein, in someembodiments upper layer 116 can be shaped to substantially duplicate theshape and/or contour (topography) of the OEM cargo box.

It should be appreciated that in some embodiments, upper multi-layerassembly 110, including upper (finish) layer 116, intermediate layer118, and lower layer 120 can be made of recyclable materials. In thisway, not only can each of the component layers of upper multi-layerassembly 110 be individually recycled, but, moreover, the entirecombination can be recycled. That is, each of the components and themethods used for assembly of those components permits the entire uppermulti-layer assembly 110 to be recycled.

In some embodiments, double-sided hook and loop member 112 comprises anupper portion 130 having a first locking surface and a lower portion 132having a second locking surface. In some embodiments, first lockingsurface of upper portion 130 defines a high-tenacity, low-cycle life,hook profile. This high-tenacity, low-cycle life, hook profile iscomplementary to lower locking layer 120, specifically loops or nap 122.In this way, upper multi-layer assembly 110 can be joined to upperportion 130 of double-sided hook and loop member 112 to effect a strongand reliable first bonding connection. Because of the high-tenacity, thelocking connection between upper multi-layer assembly 110, specificallyloops or nap 122, is strong and generally difficult to separate.Although it defines a low-cycle life, meaning it cannot readily beseparated without experiencing a decrease of locking strength, it isintended to generally remain attached to upper multi-layer assembly 110.

Similarly, in some embodiments, second locking surface of lower portion132 of double-sided hook and loop member 112 defines a high-cycle life,low-tenacity, loop profile. This high-cycle life, low-tenacity, loopprofile is complementary to single-sided hook member 114. In this way,double-sided hook and loop member 112 (together with upper multi-layerassembly 110) can be joined to single-sided hook member 114 to effect asomewhat weaker, yet reliable, second bonding connection. This secondbonding connection is not as strong as the first bonding connectionbetween double-sided hook and loop member 112 and upper multi-layerassembly 110, therefore when a separating force is applied to uppermulti-layer assembly 110, it is highly likely the second bondingconnection will separate. In other words, because of the low-tenacity,the locking connection between double-sided hook and loop member 112 andsingle-sided hook member 114 is weaker and more easily separable.Conversely, the high-cycle life property that exists within this secondbonding connection permits double-sided hook and loop member 112 to berepeatedly separated from single-sided hook member 114 without sufferingfrom significantly reduced locking strength.

As seen in FIG. 4, in some embodiments, single-sided hook member 114 canbe directly coupled to cargo box 12. Specifically, single-sided hookmember 114 can be adhesively applied to cargo box 12 to retain removablecargo liner 10 thereto. With particular reference to FIG. 2,single-sided hook member 114 can be applied to cargo box 12 as a seriesof short strips 160, as a series of long strips 162, or a combinationthereof. It is generally desirable to apply single-sided hook member 114to at least the corners of the panels to ensure a clean and reliableconnection to cargo box 12. In some embodiments, when lower layer 120 isa dual purpose nonwoven needle punch fiber providing the loop feature,the specific location in which single-sided hook member 114 is placed isless crucial and, thus, permits positioning of single-sided hook member114 to be generally left up to the full discretion of the installer.Although there are strategic attachment locations recommended, theinstaller has the complete flexibility to add hook fasteners in anylocations as deemed necessary to improve the appearance and/or integrityof the installation.

It should be appreciated from the foregoing, the connection of uppermulti-layer assembly 110 to cargo box 12 is provided such that iteliminates the need to sew or glue the hook and loop fastener to uppermulti-layer assembly 110. That is, in some embodiments, the presentteachings provide a reliable first bonding connection between thedouble-sided hook and loop member 112 and the upper multi-layer assembly110 that is generally difficult to break. Conversely, the presentteachings further provide a reliable second bonding connection betweenthe double-sided hook and loop member 112 and the single-sided hookmember 114, which is adhesively applied to the cargo box 12, that ismore easily separated to provide quick and convenient removal andinsertion of the removable cargo liner 10, without diminished retainingperformance.

In some embodiments, double-sided hook and loop member 112 can beeliminated, such that upper multi-layer assembly 110 is selectivelyconnectable directly to single-sided hook member 114. In someembodiments, lower locking layer 120 of upper multi-layer assembly 110defines a high-cycle life, low-tenacity, loop profile. This high-cyclelife, low-tenacity, loop profile is complementary to single-sided hookmember 114. In this way, upper multi-layer assembly 110 can be directlyjoined to single-sided hook member 114 to effect a reliable, thirdbonding connection. This third bonding connection is not as strong asthe first bonding connection of the earlier embodiment betweendouble-sided hook and loop member 112 and upper multi-layer assembly110, and can be generally equivalent to the previously described secondbonding connection. Thus, third bonding connection can comprisehigh-cycle life properties that permit upper multi-layer assembly 110 tobe repeatedly separated from single-sided hook member 114 withoutsuffering from reduced locking strength.

It should be appreciated from the foregoing, the connection of uppermulti-layer assembly 110 to cargo box 12 is provided such that iteliminates the need to sew or glue the hook and loop fastener to uppermulti-layer assembly 110. That is, in some embodiments, the presentteachings provide a reliable first bonding connection between thedouble-sided hook and loop member 112 and the upper multi-layer assembly110 that is generally difficult to break. Conversely, the presentteachings further provide a reliable second bonding connection betweenthe double-sided hook and loop member 112 and the single-sided hookmember 114, which is adhesively applied to the cargo box 12, that ismore easily separated to provide quick and convenient removal andinsertion of the removable cargo liner 10, without diminished retainingperformance.

It should also be noted, however, that variations exist within the scopeof the present teachings in terms of the specific combination of hooksides and loop sides for locking layer 120, optional double-sided hookand loop member 112, and single-sided hook member 114. That is, in someembodiments, double-sided hook and loop member 112 could be adouble-sided hook member, a double-sided loop member, or define areverse orientation compared to that specifically described herein.Likewise, locking layer 120 and single-sided hook member 114 coulddefine a reverse orientation, such that locking layer 120 generallyincludes hook features and/or single-sided hook member 114 includes loopfeatures. Moreover, as described, single-sided hook member can bedirectly coupled to locking layer 120 of upper multi-layer assembly 110.Still further, it should be understood that upper multi-layer assembly110, together with double-sided loop member 112, can be coupled to acarpeted cargo area of a vehicle or trailer. In this regard, double-sideloop member 112 can comprise hook features along lower portion 132 toengage with the loop features of the existing carpeted area. Stillfurther, locking layer 120 could be formed with hook features tosimilarly directly engage the loop features of the existing carpetedarea without the need for double-sided member 112.

According to the principles of the present teachings, each of the panelsof removable cargo liner 10 of the present teachings is separate fromthe remaining panels and are not directly joinable therewith. In thisregard, each of the panels is easily removable and managed by anindividual user and conveniently storable. However, it should beappreciated that in some embodiments each of the panels can be joinedtogether using a fastening system, such as hook and loop fasteners,zippers, and the like.

It should be understood that while removable cargo liner 10 shown inFIG. 1 includes all of the panels 16, 18, 18′, 20, 22, not all of thepanels need be present. For example, the user may elect to use only thebase panel 16, or he may elect to use the base panel 16 only inconjunction with the front panel 20. Each of the panels 16, 18, 18′, 20,22 is removable from the other and is individually attached to the cargobox 12 by locking system described herein.

The foregoing description of the embodiments has been provided forpurposes of illustration and description. It is not intended to beexhaustive or to limit the invention. Individual elements or features ofa particular embodiment are generally not limited to that particularembodiment, but, where applicable, are interchangeable and can be usedin a selected embodiment, even if not specifically shown or described.The same may also be varied in many ways. Such variations are not to beregarded as a departure from the invention, and all such modificationsare intended to be included within the scope of the invention.

What is claimed is:
 1. A removable cargo liner for use in a vehiclecargo area, said vehicle cargo area defining a cargo surface havingvarying topography, said removable cargo liner comprising: at least onepanel positionable in the vehicle cargo area, said panel have a firstsurface and an opposing second surface, said second surface beingadjacent to the cargo surface of the vehicle cargo area, said firstsurface of said panel defining a first topography, said second surfacedefining a second topography, said second topography being substantiallyidentical to said first topography, said first topography and saidsecond topography being substantially identical to the varyingtopography of the cargo surface of the vehicle cargo area; and afastening member at least selectively coupling said panel to the cargosurface of the vehicle cargo area.
 2. The removable cargo lineraccording to claim 1 wherein the varying topography of the cargo surfaceof the vehicle cargo area comprises a plurality of corrugated ribmembers, said first topography and said second topography each beingsubstantially identical to the plurality of corrugated rib members. 3.The removable cargo liner according to claim 1 wherein said panel is asingle layer panel.
 4. The removable cargo liner according to claim 1wherein said panel comprises a composite layer.
 5. The removable cargoliner according to claim 1 wherein said panel comprises a TPO/TPRcomposite.
 6. The removable cargo liner according to claim 1 whereinsaid panel comprises a water-proof, closed-cell foam.
 7. The removablecargo liner according to claim 1 wherein said panel comprises an uppercargo liner layer, a lower layer, and an intermediate layer disposedbetween said upper cargo liner layer and said lower layer.
 8. Theremovable cargo liner according to claim 1 wherein said panel comprises:an upper cargo liner layer; a lower layer being fixedly coupled to saidupper cargo liner layer, said lower layer providing a generallynon-abrasive contact interface with the vehicle cargo area; and anintermediate layer being made of a compliant material operable toelastically respond to an applied force, said intermediate layer beingcoupled between said upper cargo liner layer and said lower layer suchthat said coupling of said lower layer to said upper cargo liner layeris via said intermediate layer.
 9. The removable cargo liner accordingto claim 1 wherein said fastening member comprises an adhesive memberconnectable to the cargo area.
 10. The removable cargo liner accordingto claim 1 wherein said fastening member comprises: a complementary hookand loop fastening assembly having a hook member and a loop member, oneof said hook member and said loop member being coupled to said secondsurface of said panel, the other of said hook member and said loopmember being connectable to the cargo surface of the vehicle cargo area,said hook member being releasably coupled to said loop member toselectively couple said panel to the cargo surface of the vehicle cargoarea.
 11. The removable cargo liner according to claim 10 wherein saidother of said hook member and said loop member is adhesively connectableto the cargo surface of the vehicle cargo area.
 12. The removable cargoliner according to claim 1 wherein said at least one panel comprises atleast two panels, said at least two panels being selectively coupledtogether.
 13. A removable cargo liner for use in a vehicle cargo area,said vehicle cargo area defining a cargo surface having varyingtopography, said removable cargo liner comprising: at least one panelpositionable in the vehicle cargo area, said panel have a first surfaceand an opposing second surface, said second surface being adjacent tothe cargo surface of the vehicle cargo area, said first surface of saidpanel defining a first topography, said first topography beingsubstantially identical to the varying topography of the cargo surfaceof the vehicle cargo area; and a fastening member at least selectivelycoupling said panel to the cargo surface of the vehicle cargo area. 14.The removable cargo liner according to claim 13 wherein the varyingtopography of the cargo surface of the vehicle cargo area comprises aplurality of corrugated rib members, said first topography beingsubstantially identical to the plurality of corrugated rib members. 15.The removable cargo liner according to claim 13 wherein said panel is asingle layer panel.
 16. The removable cargo liner according to claim 13wherein said panel comprises a composite layer.
 17. The removable cargoliner according to claim 13 wherein said panel comprises a TPO/TPRcomposite.
 18. The removable cargo liner according to claim 13 whereinsaid panel comprises a water-proof, closed-cell foam.
 19. The removablecargo liner according to claim 13 wherein said fastening membercomprises an adhesive member connectable to the cargo area.
 20. Theremovable cargo liner according to claim 13 wherein said at least onepanel comprises at least two panels, said at least two panels beingselectively coupled together.